Engineer&#39;s brake-valve.



N0 MODEL.

' PATENTED JUNE 14, 1904.

' M. GORRINGTON.

' ENGINEERS BRAKE VALVE.

APPLICATION FILED APR. 5, 1904.

- ATENTBlTJUNE 14, 1 904.

Ml coRnmeTnn; ENGINEERS BRAKE ALV APPLIOIATION FILED A211. 5, 1904. w

2 SHEETS-SHEET 2.

NO MODEL.

iINITED ST TES Patented June 14,1904.

PATIENT OFFic a MURRAY (JORRINGTON, OF'NEW YORK, Y.

VENGINEERS BRAKE-VALVE.

I SPECIFICATION forming part of Letters Patent No. 762,865, dated June14, 1904. d

7 Application Illeri April 5. 1904- To all whom if may concern Be itknown that I, MURRAY UORRINGTON, a citizen of the United States,residing at New Y ork city, in the county and State of New York, haveinvented certain new and useful Im'pro'vementsin Engineers Brake-Valves,of which the following is a specification.

My invention relates to improvements in en gineers -brake-valves'formingpart of an automatic fluid-pressure brake system for enabling anengineer to keep himself fully advised at all times concerning the exactconditions of pressure existing on the opposite sides of theequalizing-piston and to exercise a bet- 'ter control than he hasheretofore been able to do over its movements. l 5 Referring tothejdrawings, Figurel is a vertic'al section of a brake-valve havingan'equaliz-ing-piston' of substantially the same con- "struction as thatillustratedtin my own United States patent,dated May 26, 1903, N 0.7 29,04%

Fig.2 is a similarsectio'n of a brake-valve embodying the same generalprinciples of construction as the United States patent issued 2 5March31, 1896, toGeorge Westinghouse, J'r.,

- No. 557 ,463. Figs. 3 and 4 are respectively plan er top views of therotary valve-scat and valve of my'said prior patent. Figs. 5 and 6 arerespectively similar views of the correspending valve-seat and valve ofthe said 5 Westinghouse patent.

; i In'allfigures of the drawings the referencenumerals correspond sofar as practicable with P those employed in said prior patents, and thedescription of the drawings and'of the operations of the mechanism willnot be repeated here except sofar necessary to the understanding of mywithin-described improvements, since such descriptions are so fully set4 out in said prior patents.

' In both Figs. 1 and 2 the handle 7 is in full release position. InFig. 1 pressure from the main reservoir flows .through passages andports 17,127, and 30 into thetrainfp'ipe cavity .18 and thencc throughpassage 71 tothe un-' dcr side of the piston 19 and through ports andcavities 42, 37, aiid90'to the upper side ofsaid piston." In. Fig. 2mainreservoir pressure fiowsthrough passagesand ports 17 27, 28,

Serial No, 201,766. (No man 29, and 30 into the train-pipe 1i; and atthe same time through ports 31 and 32. to the upper side of piston 19,while train-pipe pressure flows to its under side through passage 71 andby passage '72 to valve .21. location of the ports and the course of theair .house device is seenin Figs. 5 and 6, supposing that the valve 5 smoved to the left and placed upon its seat, so thatthe line indicatingthe handle falls upon the line indicating release The more exact inflowing to the train-pipe in the VVestingposition; but in order thatthis may be fully understood from looking at Fig. 2 l have representedthe port or cavity 28 in the valve-seat partly diagrammatically bycontinuing it in dotted lines up to cavity 29 in the valve ln voir isconncctedat 25 for the purpose. of enlarging the capacity of pistoncl1an1ber 22 .above the equalizing-piston, and the usual connections ofthe gages for indicating, respectively, main-reservoir pressure andtrain-line pressure are represented at 51 and 52.

It is to be understood that valve 5 of Fig. 4 is to be moved to the leftand placed in position upon the valve-seat 6 of F ig. 3, and that Fig. 6is to be similarly placed upon the valve seat of Fig. In Fig.- 3 theports 30, 33,35,

38, 39, 42, 43, 44, and 90 cor'respond'in posi- I tion and function withtheports and passages similarly numbered in my said prior-patent, andthe same is true of port 27 through the 'valve5 and cavitihs 29 and 37on its under face. The ports and passages 28, 30 32, 33, I 35, 36, 38,and'39 of Fig. 5, as W(ll also as the ports and cavities 27, 31, 29, and37- in the valve 5 of Fig. 6, correspond i-n'- position and functionwith the ports and cavities similarly numbered in said Westinghouse'patent.v As

the purpose and function of all-theseparts are so fully described insaid prior patents, I dol'n'ot deem it neceSsaryto-repeat them here. 3 I

' In both own'and'thewestinghouse prior patent it will he s on on'referencetheretothat.--

the underside of theequalizing piston l9 al-.. ways exposfed topessurefromthe train pipe and that thejpressur'e' is first admitted intothe chamber at'th'elower nozzle orcavityof the 3 f- I both Figs. 1 and 2the usual equalizing-reser casing 2, whence it flows directly upward tothe under side of the piston. The result both with my own and theWestinghouse device,

particularly with the valve-handle in release position, is that thepressure flows from the main reservoir into the train: pipe 18 andthence against the under side of the pistop more rapidly thanpressurecan get to the upperside'of the piston and the equaliZingreser-- voirconnected therewith, so that the higher pressure on the under side ofthe piston often lifts it upward, opens the passage 23, and permits thewaste of considerable'of the compressed air, which is needed to releasebrakes and charge the system for operation.

In the construction illustrated in'Fig's. 1, 3,- and 4, as fully setforth in my said prior patent, in all positions of the valve 5 in whichcompressed air is admitted into the train-line the cavity 37 in thevalve keeps the piston:

chamber 22 above the piston in communica tion with train-line l8'throughports 42 and 9Q.v This happens whether the port 27 in the valve standsover port 30, port 33, or port 43 in the valve-seat. I In theconstruction-of the Westinghouse. device gillustrated in Figs. 2, 5, and6) the chamber 22 above the piston is opento the main-reservoir pressurewhen the valve is in release position;

but it is open to train-pipe pressure by means 7 :to be understood thatin all cases where I speak of reservoir or reservoir-pressure I refer tothe equalizing reservoir which is attached to the connection 25 unlesssome other reservoir is particularly designated.

In Fig. 1 it will be noticed that passage 44: enters the train-pipechamber'18, and this corresponds exactly in function with the passagesimilarly numbered in my said prior-patent,

being the'port through which pressure enters .the train-pipe afterpassing through the pressure-reducing or feed valve when valve 5 is inposition for port 27 to stand over port 43.

In Fig. 2 I have shown a similar passage 35,- enteringthc casing 3 fromthe right, and this corresponds in function with the similar passageseen in dotted lines inFig'. 5, though not in the same 0 relativepositions in the two figures. For our present purposes the passages 44and 35 in the two figures may be considered the equivalents ofeachother, being in each case the passage through which compressed air-isadmitted to the train-pipe after passing through the pressure-reducingor feed valve from the main reservoir, whereby the train-pipe pressuremay be held at a constant brake-valve illustrated in said prior pat--ents, I employ the following construction: In

Figs. 1 and 2 instead of admitting the compressed air first into thelargenozzle or ch her at the lower end of the casing 2 and then bringingit up against the piston 19 a passage 71 leads from the piston-chamberinto the passage 18, through which the air flows on its way to thetrain-pipe proper in such relationship to the latter passage-that as theair flows toward the train-pipe i t fnust flow across the end of thepassage 71 in such manner as to tendto create a suction or draftdownwardthrough the passage or away from the trainpipe side of the piston. Thiswill be effective to a degree if the passage 71 stands at right anglesto the passage leadingto the train-pipe; but it is more elfecti've if itenters thetrainpipe passageat an acuteangle from above, as seen in Figs.1 and 2. It will be observed that no matter what position the valveoccupies for admitting air into the train-pipe witheither outer or lowerend of the passage 71-, and I have found in practice that thisconstruction is absolutely effective in holding the equalizingpistondown and keeping the passage 23 closed and preventing waste of the com-.device the air must always flow across thepressed air needed to releaseand recharge th'e system and no matter whether the engine brakes aloneare being operated or the brakes on engine and one or more cars. v

To enable the engineer to know at all times the conditions of pressureabove and below the equalizing-piston, a small channel 91 is cut in theface of the valve-seat of Fig. 3 and a port 92 is drilled downward toconnect with a passage 93 to the outside of the casing, fromv whichapipe 94 leads toone hand of the usual It is to be understoodthat withthe construction shown in Figs. 3 and 5 the connection 52 of-Figs. land2 is closed, aud thereduplex gage 95. The pipe 96 connects the fore theonly means for indicating pressure in.

train-pipe or equalizing-reservoir is through thepassages and ports92,93, and 94. In Fig. 4 a small extension on the face of the valve fromthe cavity 37 toward the center stands over port 92 with the valve inrelease.

A passage 97 is drilled through the body of the valve 5 into cavity 37,the outer end thereof being plugged, and two ports 98 and 99 are thendrilled upward from the face of the valve into said passage.

and 4 is as follows:

The valve 5 being placed in position upon the Two small cavities 100 and101 are also cut in the face of the valve, as

seat 6, when the handle is in release position the port 27 stands overport 30, admitting v pressure directly into the train-pipe,-and whenthe. alweis in the two running positions the port istands ovbr'iports 33and. 43, respectively, through whiehthe compressed air is admitted intothe pressure-reducing valves and thence by the passages 35 and 44 intotrainpipe cavity 18, as fully set forth in my said prior patent. Withthe usual gage-pipe connected-at 52 of Figs. 1 and 2 the gage reallyindicates reservoir-pressure, and this will be the same as trainpipepressure only when train-pipe and reservoir are in communication.

WVith the valve in any position for ad'mit ting air into train line thecavity 37 connects both ports 42 and 90 with the port 92, leadingthrough 93 and 94 to train-line gage, so that both train-line andreservoir-pressures are indicated on the gage. To apply brakes, thevalve is turnedto service position, releasing air from the upper side ofthe piston and res crvoir until there is a five or ten pound reduction,when the valve is returned to lap. It is desirable that in both serviceand lappesitions of the valve all communication between reservoir andtrain-pipe that is, between the upper and the lower sides of the pistonshall remain cut oil. If the train-line hand of the gage is connected at52, as heretofore practiced and seen in Figs. 1 and 2, it is evidentthat in service and lap positions of the valve thegage-haud willindicate reservoir-pressure and not train-line pressure. if the engineerthrough error leaves the valve-handle on lap, the gage, which in runningposition of the valve indicates train-line pressure, will indicatereservoir-pressure, and thm-et'ore if there is a leak of pressure'intoreservoir or the pis ton lits its chamber accurately the air fromtbe'train-pipe may leak away, while that in the equalizingreser\-'oi 1'remains substantially constant or increases and indicates to theengineer that he is carrying on his train'a pressure much greater thanthat which he s really carrying. This has been known to happen-inpractice, with the'consequence that when the engineer moves the valve toservice position and reduces the rescrvoir-pressure the usual amount hegets no response from the brakes, because the train-lino pressure hasleaked away without indicating that l'acton thegage.

W'Vith my improvemeiits, Figs. 3 and 4, the aboveerrorcannot happen.Asali'eadynoted, in release and running positions cavity 37 in the valveconnects ports 42, 90, and 92, and

- therefore the train-line hand of the gage will indicate thepressure inboth train-pipe and reservoir. (hen the valve is moved to serviceposition, the portJHsti ids over the outer and lower, portion of chaniiel or groove 91, the poi-t9?) reinainsblanked, th cavity 100 standsover port 42, but communicates with nothing else, and the cavity 10] inthe valve-face con 'iiects-theiimercndof channel 9} with port 92.

7 ing reduced the pressure to 98,91,101, 92, and 94. As fully explainedin'mysaidprior patent, the port 42-that is, the train p ipe is at thistimeout of communication with port, 90. In service position of thevalve, there: fore, the gage-hand connected 'with the pipe 94 indicatesreservoir-pressure only and enables the engineer to gage 'the amount ofreduction which he is making from the reser voir and the upper side ofthe piston. Havthe extent desired in the reservoir, the engineer-returnsthe valve to lap position, when the port 98 passes below or out ofcommunication with channel 91, while cavity 100 now connects port 42with said channel, and cavity 101 still keeps said channel incommunication with port 92. Reservoirport 90 is now shut off from thegage, while the pressure from the port 42, or train pipe pressure,passes to the gage through portsand passages 42, 100, 91, 101, 92, 93,and 94, andthe gage-hand therefore indicates train-line pressure. gencypositi n, the port 98registers with port 42, while port 99 registerswith port 92,30 that train-pipe I through ports and passages 42, 98, 97,5 9,92,; 93, and 94. If the inner are ofcavity 37 is made long enoughtogstill remain abovejthe" port 90 while the valve is in emergency position, the gage will indicate both reservoir and train-pipe pressures..lt will be seen, there-, fore, that in all positions of'the valveforadj mitting air into the train-pipe the 'gaged and' connected withthe pipe 94 indicates both res" e-rvoir and-train-pipe pressures. inscli-v'i e position it indicates reservoir-pressu'iein in); position itindicates train-pipepressurepandfl in emergency position it indicateseither train pipe or both train-pipe and reservoir pressures. I f inFigs. 5 and (3 are shown modificatio s; for accomplishing the resultsabove described with reference to Figs. 3 and 4. valve 5 is placed onthe seat 6 of Fig. 5 and moved to'either position for admitting air frommain reservoir into train-pipe, the pressure in the cavity 29 isadmitted through the port 92 and passage 93, and the appropriate pipe tothe gage-hand. Port and passage 92 and 93 correspond in function withthose similarly numbered in Fig. 3 and are to be connected with the gagein the same manner. When thevalve is moved to service position, cavity29 passes beyond port 92, while cavity l ()2 on the valve-lace connectsport 36, leading to the reservoir, with port 92, and thereforereservoir-pressure reaches the gage through 36, I02, 92, 92L and the:lPjH'UIIILltLlA connections. As, the valve is returned to lap positionthe cav y M2 passes below port 92,

while cavity 2;) connectsctriiin-pipe port 30 When the valve is movedto. eme;'-

pressure passes to the gage )5 with gage-port 92, and thereforetrain-pipe pressure-is indicated on the gage. When the valve is moved toemergency position, the cavity 102 connects ports 36, 92, and 30, sothat both train-pipe and reservoir pressures are indicated on the gage.

From the above descriptions it is apparent that'the engineer may know atall times by means of a single gage-hand the exact conditions ofpressure existing in both train-pipe and equalizing-reservoir and onboth sides of the equalizing-piston and may control that .piston withperfect certainty of operation,

causing it to move to the proper position when it is desircdto ventthe'air from train-pipe to set the brakes and holding it in position toclose the train-pipe vent at aIltimes of ad' mitting pressure into thetrain-pipe.

I claim '1. In an engineers brake-valve, the combination, with anequalizing-piston, an operating-valve and a pressure-indicator, ofpassages from said indicator to opposite sides of said pistonalternately opened and closed by the operating-valve as it moves betweenservice and lap positions.

2. In an engineers brake-valve, the combination, with anequalizing-piston, an operating-valve and a pressure-indicator, ofpassages from said indicator to the reservoir and trainpipe sides ofsaid piston, alternately opened and closed by the movement of theoperatingvalve as it occupies service and lap positions,

' respectively.

3. In an engineers brake-valve, the combi-' nation, with anequalizing-piston, a pressurcindicator and passages from said indicatorto the reservoir and train-pipe sides of said piston, of anoperating-valve for successively opening the reservoir-passage while inservice position and the train-pipe passage while in lap position. e

4. In an engineers brake-valve, the combination, with anequalizing-piston, a pressureindicator and passages from said indicatorto the reservoir and tram-pipe sides of said piston, or anoperating-valve for successively opening, 1, the train-pipe passage, 2,the reservoir-passage and, 3, the train-pipe passage,- While occupying,1, running position, 2, service position and, 3, lap position,respectively;

5. In an engineers brake-valve the combination of an equalizing-pistonin a chamber, a controlling-valve for admitting pressure to a train-pipeand toboth sides of said piston and means arranged in connection withthe train-pipe and piston-chamber wherebypressure may be admitted intothe train-pipe more rapidly than to the train-pipe side of said piston.Y

. 6. In an engineers brake-valve, the combination oft-anequalizing-piston in a chamber,

8. In an engineers brake-valve, the combi nation, with anequalizing-piston, a pressure- 1nd1cator,'passages from said indicatorto the reservoir and train-pipe sides of sald piston,

an operating-valve for controlling said pas' sages so as to admitreservoir or train-pipe pressure to the indicator accordingly as saidvalve is respectively in service or lap posltion,

and passages for admitting pressure .to-the train-pipe and to both sidesof said piston so arranged that, While flowing to the train-pipe, ittends to draw the pressure away from the trainpipe side of said pistonby draft or suction.

MURRAY CORRINGTON.

Witnesses:

ROBERT VREDENBURGH, HUGO BAUER.

